Railway draft rigging



May 15, 1934- J. F. ocoNNoR RAILWAY DRAFT RIGGING Filed Feb. 27, 192s 2 Sheets-Sheet l May 15, 1934. J. F. OcoNNoR RAILWAY DRAFT RIG'GING Filed Feb. 27. 1928 2 Sheets-Sheet 2 Patented May 15, 1934 UNITED STATES RAILWAY DRAFT RIGGING John F. OConnor, Chicago, lJl., assigner to W. H. Miner, Inc., Chicago, Ill., a corporation of Delaware Application February 27, 1928, Serial No. 257,125

7 Claims.v (Cl. 213-22) This invention relates to improvements in railway draft riggings.

One object of my invention is to provide an efficient draft rigging for railway cars, wherein is obtained smooth, heavy shock absorbing capacity, with provisions for a longer stroke in buff than in draft, to the end that the heavier buff shocks may be properly cushioned and the necessary cushioning capacity provided for the draft shocks without increasing train slack.

Another object of my invention is to provide a draft rigging of the type above indicated, wherein all the parts are confined within the usual space permitted between standardly spaced draft sills.

Another object of my invention is to provide a shock absorbing draft rigging of the friction type, having a long buff stroke and a shorter draft stroke, and wherein only a single friction gear is employed to accomplish the purpose indicated.

More specifically, an object of my invention lis to provide a draft rigging employing a friction gear, wherein the latter is provided with two spring resistances functioning as a single long unit in one direction, and wherein only one of said spring resistances is brought into play in the opposite direction.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming a part of this specification, Figure 1 is a longitudinal vertical sectional view of a portion of a railway car showing my improvements in connection therewith. Figure 2 is a horizontal longitudinal sectional view, correspending to the line 2 2 of Figure 1. Figures 3 and 4 are vertical transverse sectional views, corresponding to the lines 3 3 and 4 4, respectively, of Figure l. Figures 5 and 6 are views corresponding to Figures l and 2, respectively, showing another embodiment of my invention, Figure 6 being taken on the line 6 6 of Figure 5. And Figure 7 is a vertical transverse sectional view, corresponding to the line 7 7 of Figure 5.

Referring first to the construction illustrated in Figures 1 to 4, 10 l0 denote channel draft sills of the usual form, the same constituting portions of the center sills of the car'and to which is secured the body bolster 1l, the latter having a center filler casting 12 riveted to the sills, said casting 12 having a front vertical wall 13 acting as a rear abutment or stop for the gear, as hereinafter explained. Said center ller casting 12 is also provided with forward extensions 14-14 riveted to the sills 10, said extensions having anges 15-15 on the front, tops and bottoms thereof, said extensions providing a guide for the rear end of the friction shell, hereinafter described. At their forward ends, the sills 10 are suitably recessed to accommodate the coupler key 16, said recesses being reinforced by plates 17, the so latter having horizontally elongated slots 18 therein. At their outer ends, the sills 10 are secured to the usual end sill 118, and the opening,.which accommodates the coupler, is suitably reinforced by a buffer casting 19. I

In carrying out my invention, in addition to the usual coupler A, I employ a yoke member B; a front follower C; a friction gear proper, designated generally by the reference character D; and two followers E and F. The yoke member, cou- 7o pler and gear proper are supported in operative position by a carry iron 20 and detachablesaddle plates 21 21.

The yoke member B is of novel construction and is generally of hollow boxlike form, having a top 'Z5 horizontal wall 22, lower horizontal wall 23, and vertical side walls 24 24 extending parallel throughout the length of the memberB. Said member B is of such size that the friction gear proper maybe inserted through the front end so thereof and a portion of the spring cage permitted to project rearwardly therefrom. As clearly shown in Figure 1, the top wall 22 is appreciably shorter than the bottom wall 23, the former terminating inwardly of the end casting a suflicient distance topermit of the draft movement. The bottom wall 23 is extended forwardly to a point approximately in line with the usual horn of the coupler, and the latter is supported in its proper horizontal position by an insertable supporting block 25 which is held in place relative to the yoke member B by any suitable means, as, for instance, the dowel pin and opening 26. The .member B is provided near the forward end thereof, with suitable slots 27 27, 95 to snugly receive the coupler key 16. Rearwardly of the slots 27 additional slots 28-28 are provided in theV side walls 24 and through which extend the ends of the front follower C, the latter cooperating with front stop lugs 29-29. At its 100 rear end, the member B is provided in the side` walls 24 thereof, with open-ended slots 30-30 to accommodate the laterally extended ends of the follower'E whichnormally engages auxiliary stop lugs 31 31, as best shown in Figure 2. In 105 addition, the member B is provided at its rear end in the top and bottom walls thereof, with enlargements 32-32, the upper one thereof having a vertically extending opening 33, and the bottom enlargement having a recess 34 in which n@ are accommodated the upper and lower ends of the follower F, the latter being inserted from the top of the yoke member B, as will be obvious from an inspection of Figure 1.

The friction shock absorbing device D is, or may be, of any desired type, having a long compression stroke of preferably five or six inches. The particular friction gear shown in the modication now being considered, I consider novel, but make no specific claims therefor in this application, the same being claimed in a separate application, Serial No. 273,198, filed on cr about April 27, 1928, The gear D shown comprises a combined friction shell and spring cage casting, the friction shell section thereof being indicated at and the spring cage section at 36, the latter being disposed rearwardly of the shelland rela.- tively elongated and having an integral end wall 37 which normally bears against the abutment wall 13 of the bolster center filler.

The shell 35 is preferably provided on the interior thereof with removable liners 38-38, with which frictionally co-operate outer friction plates 39. Inwardly of the respective plates 39 are relatively stationary friction plates 40 anchored to the shell by oppositely out-turned flanges 41 seated in corresponding recesses on the interior Vof the shell walls. YInwardlyof the stationary friction plates 40 are other movable friction plates 42-42, the outer ends of which are engaged and actuated by in-turned flanges 43, provided on the outer movable friction plates 39. The inner ends of the plates 42 are inwardly flanged, as indicated at 44, and engage the inner ends of wedge friction shoes 45, the latter in turn co-operating with a pressure transmitting wedge 46 which engages and is adapted to be directly actuated by the front follower C.

Within the shell section 36 are disposed two separate springs 47 and 48. The latter comprises two nested coils of the same length. The spring 47 Acomprises two nested coils, of which the inner coil 49 is longer than the outer coil and is extended forwardly within a cup-shaped spring follower 50 which normally bears against the inner flanged ends of the friction plates 42. It will be noted that there is a small space left between the follower C and the outer ends of the movable frietion plates, so that the first portion of the compression stroke of the gear will not involve any movement of the outer friction plates 39, thus providing an easier starting action and also an easier release.

- 'I'he follower E is extended laterally through elongated slots 51-51, provided in the side walls of the spring cage 36, said follower E normally occupying an approximately central position in said slots and engaging the auxiliary stop lugs 3l, as hereinbefore described. The other follower F, which is' disposed in front of the follower E and normallyin contact with the latter, is extended vertically through slots 52-52 provided in the upper and lower walls of the shell section, as best indicated in Figure 1. Said follower F is normallyv positioned at the front of the slots 52 of the spring'cage 36 and at the rear end of the recesses 33 `and 34 of the yoke member B, as best shown in Figure l.

The operation of the draft rigging is as follows, assuming that the shock absorbing device is designed for a five-inch stroke. As the coupler VA movesinwardly under buff, the yoke member B and follower C will move simultaneously therewith. Inasmuch as the friction shell is held stationary against the bolster center filler, it is evident that a friction action will be set up, since the wedge 46 will be forced inwardly in unison with the follower C. Friction is generated between the movable and stationary intercalated friction plates, with a preliminary action as hereinbefore described, the movement of the friction elements being yieldingly resisted by the two springs 47 and 48 which, inthe buff stroke, will function as a single long spring. The two followers E- and F will float rearwardly as the twounit spring is compressed, the movement of said followers being approximately half the total compression stroke of the two spring units. rihe limit of inward movement is obtained when the follower E engages the rear ends of the slots 5l, and the follower F, the rear ends of the slots 52; when the inner ends of the yoke member B engage the vertical flanges 15 of the bolster ller extensions; and when the coupler key 16 engages the inner ends of the slots 18, the parts being preferably designed so that all of said limiting actions occur simultaneously. In the buff stroke, it will thus be seen that a full five-inch friction action is obtained, so that exceedingly heavy blows can readily be absorbed without incurring any excessive ultimate pressures on the sills. In a draft action, the yoke member B is pulled Vforwardly simultaneously with the coupler A, and during this action the front follower C will remain stationary in engagement with the stop lugs 29. rl'he follower E will also remain stationary, inasmuch as it engages the auxiliary stop lugs 31. Forward movement cf the yoke member B causes a forward movement of the follower F, and hence the combined friction shell and spring cage will be moved forwardly in unison with the yoke member. There will thus be set up a friction action, due to the relative movement ofthe friction shell and the stationary wedge 46, but in this instance the yielding resistance to the relative movement of the friction parts is afforded only by the front spring unit 47. In addition to the friction action just described, there is the auxiliary' shock absorbing capacity provided by the rear spring unit 48, which functions purely as a spring, the same being compressed between the forwardly moving rear wall 37 of the spring cage and the stationary follower E. As will be clear from the drawings, the draft action is much more limited than the bulf action, the draft action preferably being confined to about twoand one-half or two and threequarters inches. The limit of the draft action is obtained preferably by the simultaneous engagement of the inner ends of the slots 51 of the spring cage section with the follower E., the engagement of the inner ends of the slots 28 of the yoke member B with the front follower C, and by the coupler key 16 engaging the forward ends of the slots 18.

Referring to the construction illustrated in Figures 5 to 7, the arrangement of draft sills 10, coupler A, coupler key 16, and front follower C are the same. In general, the yoke acting member G is much the same as the yoke member B, with certain detailed differences hereinafter pointed out. Similarly, the friction shock absorbing member H is generally the same as the member D, with the differences about to be noted.

In the modification of Figures 5 to 7, the yoke member G is provided with slots 128, to provide for relative movement between it and the follower C, the latter normally engaging stop lugs 129. The yoke member G is extended rearwardly of an intermediate spring follower J, the vertical side walls 124 of the yoke member being slotted as indicated at 130 to permit the ends of the follower J to project therethrough, it being observed that the followerJ normally occupies the rearmost position in the slots 130. In this modification, separate stop castings 60-60 are employed on the inner sides of the sills, said castings having front limiting stop shoulders 61-51 normally flush with the forward end of the friction shell 135. Said castings are provided also with auxiliary stop shoulders 131 normally spaced from the follower J an amount corresponding to the permissible draft stoke. The spring cage section 136 of the friction gear has the rear end wall 137 thereof normally abutting the abutment or rear stop wall 113 of the bolster center filler, as clearly shown in the drawings.

In this modification, the side walls of the spring cage section 136 are formed with elongated slots 151 through which the follower J extends and in which the latter is normally centrally positioned. As in the first described modification, two spring units 147 and 148 are employed, between which the follower J is interposed. In the present modication, a somewhat different set of friction elements is employed, the design shown including wedge friction shoes 62-62, and a central pressure transmitting wedge 146, the latter being preferably maintained centered with the follower C by a stud 63 on the latter, which enters a corresponding recess in the wedge.

In the modification just described, in a buff action, the coupler A, yoke member G, and follower C move rearwardly simultaneously and in unison, the combined friction shell and spring cage remaining stationary against the bolster filler member 113. In said buff action, the resistance is that of the friction gear throughout the entire buff stroke, the limit of bufling movement being obtained when the inner end of the yoke member G engages the bolster center filler member, at which time the follower J preferably simultaneously reaches the inner ends of the slots 151 and the follower C engages the limiting stop lugs 61 and the end of the friction shell casting. Preferably, also, the coupler key 16 will reach the inner end of the slots in which it works. In this bu action, it will be evident that the two spring units 147 and 148 function as a single long spring, as in the case of the first described modification. In draft, the action is somewhat different from that of the first modification, in that there is no forward movement of the friction shell and spring cage casting. As the coupler A moves outwardly under draft, it will pull the yoke member G therewith, which in turn will pull the follower J forwardly, but the latter is obviously free to move in this direction without actuating the friction shell. During said draft action, the wedge 146 and associated friction elements will remain stationary, and consequently the draft resistance is afforded by the spring unit 147 only, the latter functioning purely as a simple spring. The limit of draft action is obtained when the follower J engages the auxiliary stop lugs 131 and when the yoke member G is stopped by the front follower C.

Preferably, the coupler key 16 will also be simultaneously limited in its movement by engaging the castings at the ends of the coupler key slots. During the draft action, it will be noted that the rear spring unit 148 performs no function and said spring unit is utilized only in the buff action to provide the desirable longer compression stroke for the friction elements.

While I have herein shown and described what I consider the preferred manner of carrying out the invention, the same is merely illustrative, and I contemplate all changes and modifications which come within the scope of the claims appended hereto.

I claim:

1. In a railway draft rigging, the combination with draft sills having front and rear stop means thereon; of a coupler; a yoke connected to the coupler for movement therewith in both buff and draft; shock absorbing mechanism within the yoke including a friction shell member closed at the rear end, friction means cooperating with the shell member and movable with respect thereto, and front and rear spring resistance elements within the shell opposing movement of the friction means inwardly of the shell, said rear spring element bearing on the closed end of the shell, said shell being engaged by said rear stop means and held against movement thereby during a bufflng action and said friction means being engaged with said front stop means and held against outward movement thereby during a draft action; a Xed stop means against which the rear spring element is compressed in draft; and spring follower means interposed between said front and rear spring resistance elements, said spring follower being movable in unison with the yoke in draft and engaging the friction shell to move the same outwardly and effect relative movement thereof and the friction means, said friction means being actuated by the coupler in buff to move the same relatively to the friction shell and said spring follower means being movable with respect to the friction shell in buff to transmit the actuating force from one spring resistance element to the other.

2. In a railway draft rigging, the combination with a coupler of a yoke connected to the coupler for movement in unison therewith in buff and draft: shock absorbing means including a friction shell, friction shoes, wedge means and front and rear spring elements; means for holding said shell against movement in buff; means for holding said wedge against movement in draft, said wedge being actuated by the coupler in buff to effect relative movement of the friction shoes and. shell, said movement being resisted by said spring elements; fixed stop means and two spring followers interposed between said front and rear spring elements to transmit the actuating force from one to the other. said spring followers being relatively movable with respect to the shell in buff, one of said spring followers engaging the front spring and having shouldered engagement with the shell in draft to actuate the same and the other spring follower bearing on the front end of the rear spring element and being held against movement by said fixed stop means in draft.

3. In a draft rigging, the combination with draft sills; of front and rear stop-acting means; a shock absorbing device including a continuous, rigid friction shell having a fixed rear wall, friction elements, and front and rear spring units, said friction elements having frictional engagement with the shell, and said spring units opposing movement of the friction elements with respect to the shell, said rear unit bearing on the closed end of the shell; a follower extending through said shell between said front and rear spring units and bearing on the rear end of the front spring unit; yoke-acting means cooperable with said follower for actuating the latter under draft; xed abutment means against which said rear spring is compressed in draft; and means limiting the draft movement of said yoke means and follower.

4. In a draft rigging, the combination with draft sills; of front and rear stop-acting means; a friction shock absorbing device including a one-piece combined shell and spring cage having a fixed rear wall; front and rear spring units within the combined shell and cage, said rear unit bearing on the rear wall of the combined shell and cage, said combined shell and cage being movable in draft; a follower extending through said spring cage and engaging one of said spring units; auxiliary stops limiting the forward Inovernent of said follower; and a second follower for actuating the combined shell and cage in draft, said last named follower engaging the other spring unit.

5. In a draft rigging, the combination with a front follower and a stop-acting means cooper-1 able therewith; of a friction gear including a continuous, rigid, combined friction shell and spring cage having a fixed rear wall, friction elements cooperable with the shell, and front and rear spring units within said cage, said rear spring unit bearing on the closed end of the spring cage; rear stop-acting means engageable with said closed rear end of the combined shell and cage; a follower, on which the rear end of said front spring unit bears, interposed between said spring units, said follower extending through openings in the side walls of said spring cage and having shouldered engagement with the shell to actuate the same in draft; yoke-acting means engageable with said follower for moving the latter forwardly in a draft action; and fixed stop means against which the rear spring is cornpressed in draft.

6. In a draft rigging, the combination with draft sills having front stop-acting means and a bolster; of a front follower; a friction gear eX- tending from said follower to the bolster, the latter acting as a rear stop and said gear having a compression stroke in excess of the usual standard stroke, said gear including a friction shell, friction shoes, and front and rear springs opposing inward movement of the friction shoes; yoke-acting means; follower means carried by said friction shell interposed between the front and rear springs and having operative engagement with said yoke-acting means to compress the front spring in draft, said follower means also having shouldered engagement with the shell to move the same forwardly in draft; xed

stop means against which the rear spring bears in draft; and means limiting the draft stroke of said yoke-acting means to an amount appreciably less than the buff stroke of said gear.

7. In a draft rigging, the combination with a movable friction shell; of friction elements cooperable therewith; a spring cage movable with the shell; tandemnrranged front and rear spring units within the cage; fixed stop means against which said rear spring unit is compressed in draft; a follower interposed between said spring units, said follower abutting the rear end of the front spring unit and having shouldered engagement with the shell to move the saine forwardly in draft; rear stop-acting means cooperating with the shell; and yoke-acting means engageable with said follower only to move the latter forwardly in a draft action to directly compress said front spring unit and move said shell forwardly to compress said rear spring unit against said xed stop means.

JOI-IN F. OCONNOR. 

